Research in action
Variable-rate sanders made a difference last autumnResearch leads to improved freight pathing in WalesIntegrating battery-powered trains into the rail networkUpdated rail standard will include route knowledge requirements for ETCS
Retrofitting enhanced sanders to two fleets improved braking in low-adhesion conditions.
One of the most effective ways to meet the challenge of low adhesion is to use enhanced sanders.
RSSB’s research led to a step change in understanding sand’s role in braking in low adhesion. In particular, the comprehensive 3-month programme of track testing on Class 387s clearly demonstrated the braking benefits of variable-rate sanders that apply more sand at higher speeds. The better braking performance comes from one variable-rate sander (single variable-rate sander, or SVRS) being in operation on short formations. Where space and train length permit, two sanders (double variable-rate sanders, or DVRS) are in action.
South Western Railway and Porterbrook were the first train operator and asset owner to retrofit SVRS to fleets. The 39 units from their Class 158 and 159 fleets were fitted, tested, and commissioned in time for autumn 2024. After some experience, it took 1 day to fit the sanders to each vehicle and half a day to test them. Recognising that autumn conditions vary every year, there were three reported low-adhesion slide incidents in 2022 and four in 2023. In 2024, with the new sanders, there were none.
Northern, also working with Porterbrook, has retrofitted DVRS to its Class 323 fleet. The whole fleet (34 units) has been fitted, and the sanders were in service for autumn 2024. There were no reported low-adhesion slides for the Class 323 fleet. Early analysis shows improved operational performance on routes that typically suffer from low-adhesion conditions.
Read the research into variable-rate sanders at rssb.co.uk/research-catalogue/CatalogueItem/IMP-T1107.
We are happy to support any organisation looking to fit enhanced sanders to its fleet. For more information, contact Paul Gray, Professional Lead, Engineering:
Paul.Gray@rssb.co.uk
The retrofitment of single variable-rate sanders to SWR’s cl 158 and cl 159 fleets have so far been one of the most effective modifications to improve braking capabilities in low adhesion conditions. Early results show a reduction in low adhesion slide incidents and improvements in operational performance in autumn.
With double variable-rate sanders now in service on the cl 323s we have seen improvements in braking capabilities and operational performance on routes that routinely experience low adhesion conditions.
A new approach to freight sectional running times is unlocking capacity for new services.
Timetable planners create paths across the network for trains of varying loads and speeds. Sectional running times (SRTs) are a key component of timetable planning.
Many in the rail industry felt that SRTs did not accurately reflect freight trains’ capabilities. SRTs were based on historical capabilities of rolling stock and tended to be too conservative. Our research developed a new way to calculate SRTs based on the real performance of modern locomotives.
Working in partnership with Network Rail Wales, we applied the new methodology to their freight flow. In particular, the outputs from the research were used to support the introduction of new freight flows on three key freight routes on their network:
the South Wales Main Line between Robeston Wathen and the Severn Tunnel
Newport to Shrewsbury
Shrewsbury to Bidston.
We identified improved pathing opportunities on all three routes, with the most significant improvements between Carmarthen and Newport on the West Wales Line. The revised SRTs are now being used by Network Rail Wales to inform timetable changes in December 2025, with up to a 5% reduction in point-to-point journey times. This will free up capacity, including new services to and from Port Talbot.
Download the findings from rssb.co.uk/research-catalogue/CatalogueItem/T1301.
We can support organisations wanting to apply the new SRT methodology in freight planning. Contact Aaron Rostron-Barrett, Head of Research Delivery, with any queries:
Aaron.Rostron-Barrett@rssb.co.uk
This is really helping us improve the performance of freight services whilst increasing opportunities to grow rail freight across Wales & Borders Route—all of which supports our local economies and accelerates the drive to reduced carbon emissions.
Findings on charging traction batteries were applied in an important trial.
On-board battery technology will support the progressive reduction in diesel-only trains and provide an alternative to electrification for certain types of routes and traffic.
However, charging train traction batteries will introduce new demands on the UK’s railway infrastructure, particularly when these trains are at standstill.
Our research looked at the feasibility of fast charging at standstill of electric/battery bi-mode trains using legacy electrification infrastructure. It provided:
an understanding of the power levels that can be transferred across overhead contact systems and third rail current collector/conductor interfaces at standstill
a comparison in performance between different overhead contact system conductors and configurations
a finding that the third rail interface is unlikely to present a constraint to fast charging.
The output of this work was used in a trial by TransPennine Express, Angel Trains, and Hitachi Rail on the UK’s first intercity retrofitted battery train, a Class 802 unit. The diesel engine was replaced by a battery. The retrofitting is predicted to reduce emissions, particularly at stations. It should also cut fuel costs by as much as 30% on a Hitachi intercity train.
The battery was developed by Turntide Technology, based in the North East of England. The project is a positive example of collaboration to help decarbonise and modernise the GB railway.
Read the research at rssb.co.uk/research-catalogue/CatalogueItem/T1185.
Contact Paul Gray, Professional Lead, Engineering, with any queries:
Drivers will need to remember less, but different, information about routes as ETCS rolls out.
The European Train Control System (ETCS) level 2 sends signalling information straight to the driver’s cab. This means it removes the need for conventional lineside signalling infrastructure. ETCS level 2 also calculates and supervises the maximum speed for each train.
On the GB network, the current route knowledge requirements are set out in industry standards. We carried out research to determine how these requirements will change in an ETCS-signalled railway.
The research covered:
drivers operating under ETCS in both normal and degraded conditions
drivers transitioning between areas of ETCS and conventional signalling.
We based the research on the South section of the East Coast Main Line, which is currently being upgraded to ETCS. We identified current route knowledge requirements likely to become redundant and others that may be relaxed, as the information is provided to the driver by the system. However, some new requirements will be introduced as a result of ETCS.
Overall, drivers will not need to commit as much information about the route they are driving to memory. The new route knowledge requirements are being incorporated into the forthcoming update to standard RIS-3702-TOM.
Download the research findings from rssb.co.uk/research-catalogue/CatalogueItem/T1319.
All standards can be found at rssb.co.uk/standards-catalogue.
Contact Marcus Carmichael, Professional Lead, Operations and Performance, with any queries:
Marcus.Carmichael@rssb.co.uk
Route knowledge is an important part of the driver’s role, but what they are required to remember will change with the roll-out of ETCS. […] It is therefore important for us to understand what can be reliably provided by the system and what information the driver will have to retain. This research has helped define the minimum route knowledge our drivers will need going forward to operate trains safely.
